U.S. patent application number 15/512866 was filed with the patent office on 2017-10-05 for method and device for monitoring a traffic space.
The applicant listed for this patent is Robert Bosch GmbH. Invention is credited to Felipe Fernandez Hernandez, Folko Flehmig, Roland Galbas, Miguel Angel Granda Trigo, Alberto Ranninger Hernandez.
Application Number | 20170287332 15/512866 |
Document ID | / |
Family ID | 53836070 |
Filed Date | 2017-10-05 |
United States Patent
Application |
20170287332 |
Kind Code |
A1 |
Ranninger Hernandez; Alberto ;
et al. |
October 5, 2017 |
METHOD AND DEVICE FOR MONITORING A TRAFFIC SPACE
Abstract
A method for monitoring a traffic space, the method including a
step for reading in, a step for ascertaining, a step for comparing,
and a step for supplying. In the step of reading in, an item of
positional information and/or a movement vector of a rod user
within the traffic space is/are read in. In the step of
ascertaining, a future position of the road user within the traffic
space is ascertained using the item of positional information
and/or the movement vector. In the step of comparing, the future
position is compared with an item of risk information. The item of
risk information represents at least one dangerous area of the
traffic space. In the step of supplying, a warning signal is
supplied on the basis of a result of the comparison.
Inventors: |
Ranninger Hernandez; Alberto;
(Alcobendas Madrid, ES) ; Fernandez Hernandez;
Felipe; (Madrid, ES) ; Flehmig; Folko;
(Stuttgart, DE) ; Granda Trigo; Miguel Angel;
(Madrid, ES) ; Galbas; Roland; (Ludwigsburg,
DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Robert Bosch GmbH |
Stuttgart |
|
DE |
|
|
Family ID: |
53836070 |
Appl. No.: |
15/512866 |
Filed: |
August 4, 2015 |
PCT Filed: |
August 4, 2015 |
PCT NO: |
PCT/EP2015/067959 |
371 Date: |
March 21, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 30/09 20130101;
G08G 1/166 20130101; B60W 50/14 20130101; G08G 1/005 20130101; G08G
1/0962 20130101; G08G 1/16 20130101; G08G 1/163 20130101 |
International
Class: |
G08G 1/16 20060101
G08G001/16; B60W 30/09 20060101 B60W030/09 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 23, 2014 |
DE |
10 2014 219 165.3 |
Claims
1-10. (canceled)
11. A method for monitoring a traffic space, the method comprising:
reading in an item of positional information and/or a movement
vector of a road user within the traffic space; ascertaining a
future position of the road user within the traffic space using the
item of positional information and/or the movement vector;
comparing the future position with an item of risk information, the
item of risk information representing at least one dangerous area
of the traffic space; and supplying a warning signal based on a
result of the comparing.
12. The method as recited in claim 11, further comprising:
ascertaining the item of risk information, the item of risk
information being ascertained using an additional future position
of at least one additional road user.
13. The method as recited in claim 11, wherein in reading in step,
the item of positional information and/or the movement vector
is/are read in via an interface to a navigation unit of a mobile
device.
14. The method as recited in claim 11, further comprising:
verifying the item of positional information and/or the movement
vector using an independently detected position and/or a movement
of the road user.
15. The method as recited in claim 11, wherein in the supplying
step, the warning signal is supplied via an interface to a mobile
device of the road user.
16. The method as recited in claim 15, wherein the warning signal
restricts at least one function of the mobile device while the road
user is located within the dangerous area.
17. The method as recited in claim 11, wherein in the supplying
step, a route proposal for avoiding the dangerous area is supplied
with the warning signal.
18. A device for monitoring a traffic space, comprising: a device
for reading in an item of positional information and/or a movement
vector of a road user within the traffic space; a device for
ascertaining a future position of the road user within the traffic
space using the item of positional information and/or the movement
vector; a device for comparing the future position with an item of
risk information, the item of risk information representing at
least one dangerous area of the traffic space; and a device for
supplying a warning signal based on a result of the comparison.
19. A machine-readable memory medium on which is stored a computer
program for monitoring a traffic space, the computer program, when
executed on a computer, causing the computer to perform: reading in
an item of positional information and/or a movement vector of a
road user within the traffic space; ascertaining a future position
of the road user within the traffic space using the item of
positional information and/or the movement vector; comparing the
future position with an item of risk information, the item of risk
information representing at least one dangerous area of the traffic
space; and supplying a warning signal based on a result of the
comparing.
Description
BACKGROUND INFORMATION
[0001] The present invention relates to a method for monitoring a
traffic space, to a corresponding device and to a corresponding
computer program.
[0002] German Patent Application No. DE 10 2008 049 824 A1
describes a method for collision avoidance.
SUMMARY
[0003] The present invention provides, e.g., a method for
monitoring a traffic space, as well as a device that uses this
method and finally, a corresponding computer program. Advantageous
refinements are described herein.
[0004] A future position of a road user is able to be predicted if
a current position of the road user is known and if the direction
in which the road user is heading is known. If the future position
lies in an area that is defined as dangerous, then the road user
can be warned before entering the dangerous area. This gives the
road user time to adapt his behavior in order not to enter the
dangerous area. Optionally, the road user may be assisted in
avoiding the dangerous area.
[0005] A method for monitoring a traffic space is provided, the
method having the following steps:
[0006] Reading in an item of positional information and/or a
movement vector of a road user within the traffic space;
[0007] Ascertaining a future position of the road user within the
traffic space using the item of positional information and/or the
movement vector;
[0008] Comparing the future position with an item of risk
information, the item of risk information representing at least one
dangerous area of the traffic space; and
[0009] Supplying a warning signal on the basis of a result of the
comparison.
[0010] A traffic space may be understood as a public space that is
designed for use by motor vehicles, vehicles operated by muscle
power, and pedestrians. For example, the traffic space may include
roads, bicycle paths, sidewalks and squares. In the same way, the
traffic space may encompass traffic-calmed zones. In particular,
the method described here makes it possible to monitor the traffic
space in an environment of a specific road user. A road user could
be a pedestrian, a bicyclist, a horseback rider, a car, a truck or
something similar. An item of positional information may represent
an absolute position of the road user in relation to a reference
point. An item of positional information may also represent a
relative position between two road users. A movement vector can
encompass an item of speed information or its derivations, and/or
an item of directional information. A future position may be a
position of the road user that is expected following a time step.
The future position is able to be extrapolated. The future position
may be estimated with a probability. The future position may be an
area within which the road user is expected to be present with a
high degree of probability. An item of risk information may
represent a current danger at specific locations or areas of the
traffic space. For example, the danger may be a statistical danger.
It is possible that accidents have already occurred at the location
in the past. The danger may also be a current danger because
another road user, in particular stronger road user, will pass
through said location in the near future. A warning signal is able
to trigger a warning for the road user.
[0011] The method may have a step of ascertaining the item of risk
information; in this step the item of risk information is
determined using an additional future position of at least one
other road user. The item of risk information may currently be
ascertained. Thus, the item of risk information is able to
represent the actual danger for the road user. For example, the
item of risk information may represent a lower risk if the distance
from a vehicle on a road is great. If the vehicle reduces the
distance, it is possible to immediately update the item of risk
information.
[0012] The positional information and/or the movement vector may be
read in via an interface to a navigation unit of a mobile device.
The method introduced here is able to be implemented as an
application on a mobile telephone. Thus, a multitude of users may
lead to high information density. The positional information and/or
the movement vector may also be read in via an interface to at
least one mobile device from the environment of the road user. A
network for monitoring the traffic space is then able to be
formed.
[0013] The method may include a step of verifying the positional
information and/or the movement vector. Here, the item of
positional information and/or the movement vector is/are verified
using an independently detected position and/or movement of the
road user. The detection of the road user may take place at least
twice, independently of each other. The positional information
and/or have a smaller deviation from each other if they are
detected on the same road user. If different road users are
involved, the resulting agreement is lower.
[0014] The warning signal is able to be supplied via an interface
to a mobile device of the road user. The warning signal can be
output via a human-machine interface of the mobile device. For
example, a signal tone may be emitted if the road user is at risk.
The warning signal is also able to be transmitted to a mobile
device in the environment of the road user, so that another road
user can be warned.
[0015] The warning signal may be developed to restrict at least one
function of the mobile device while the road user is located within
the dangerous area. This makes it possible to focus the attention
of the road user on the road traffic.
[0016] A route suggestion for avoiding the dangerous area may be
provided with the warning signal. For example, an alternative route
may have less traffic. This allows for smoothing of a traffic
situation.
[0017] In addition, a device for monitoring a traffic space is
introduced, the device having the following features:
[0018] A device for reading in an item of positional information
and/or a movement vector of a road user within the traffic
space;
[0019] A device for ascertaining a future position of the road user
within the traffic space using the item of positional information
and/or the movement vector;
[0020] A device for comparing the future position with an item of
risk information, the item of risk information representing at
least one dangerous area of the traffic space; and
[0021] A device for supplying a warning signal based on a result of
the comparison.
[0022] In the case at hand, a device may be understood as an
electrical device that processes sensor signals and outputs control
and/or data signals as a function of such processing. The device
may have an interface, which is developed in the form of hardware
and/or software. In a hardware development, the interfaces may be
part of what is termed a system ASIC, for example, which
encompasses a variety of different functionalities of the device.
However, it is also possible for the interfaces to be separate
integrated switching circuits or to be at least partially made up
of discrete components. In the case of a software implementation,
the interfaces may be software modules that are provided on a
microcontroller in addition to other software modules, for
example.
[0023] Also advantageous is a computer program product or a
computer program having program code, which may be stored on a
machine-readable carrier or memory medium such as a semiconductor
memory, a hard-disk memory or an optical memory, and which is used
for carrying out, implementing and/or actuating the steps of the
present method according to one of the afore-described specific
embodiments, in particular when the program product or the program
is executed on a computer or a device.
[0024] The present invention is explained in greater detail by way
of example below on the basis of the figures and example
embodiments.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] FIG. 1 shows a block diagram of a device for monitoring a
traffic space according to a specific embodiment of the present
invention.
[0026] FIG. 2 shows an illustration of a plurality of road users in
a traffic space which is monitored by a method for monitoring
according to an exemplary embodiment of the present invention.
[0027] FIG. 3 shows an illustration of a system for monitoring a
traffic space according to an exemplary embodiment of the present
invention.
[0028] FIG. 4 shows a reference diagram of the components of a
system for monitoring a traffic space according to an exemplary
embodiment of the present invention.
[0029] FIG. 5 shows intensity-distance characteristic curves of two
different frequency bands according to an exemplary embodiment of
the present invention.
[0030] FIG. 6 shows a flow diagram of a method for monitoring a
traffic space according to an exemplary embodiment of the present
invention.
[0031] FIG. 7 shows an illustration of a method sequence of a
method for monitoring a traffic space according to an exemplary
embodiment of the present invention.
DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS
[0032] In the following description of advantageous exemplary
embodiments of the present invention, the same or similar reference
numerals are used for similarly acting elements shown in the
various figures, and a repeated description of these elements is
omitted.
[0033] FIG. 1 shows a block diagram of a device 100 for monitoring
a traffic space according to an exemplary embodiment of the present
invention. Device 100 includes a device 102 for reading in, a
device 104 for ascertaining, a device 106 for comparing, and a
device 108 for supplying. Device 102 for reading in is adapted for
reading in an item of positional information 110 or alternatively
or additionally, a movement vector 112 of a road user within the
traffic space. Device 104 for ascertaining is adapted for
ascertaining a future position 114 of the road user within the
traffic space using an item of positional information 110 and
alternatively or additionally, movement vector 112. Device 106 for
comparing is adapted for carrying out a comparison of future
position 114 with an item of risk information 116. Item of risk
information 116 represents at least one dangerous area of the
traffic space. Device 108 for supplying is adapted for supplying a
warning signal 120 based on a result 118 of the comparison.
[0034] FIG. 2 shows an illustration of a plurality of road users
200, 202 in a traffic space 204, which is monitored by a method for
monitoring according to an exemplary embodiment of the present
invention. A first road user 200 is represented here by a vehicle
200. A second road user 202 is represented by a child 202. Both
road users 200, 202 are moving within traffic space 204. Vehicle
200 is traveling on a road, and child 202 is currently walking in
the area of a sidewalk. However, child 202 is running in the
direction of the road, which means there is a risk that child 202
may end up in front of moving vehicle 200.
[0035] Traffic space 204, for example, includes infrastructure
objects 206, 208, which in an exemplary embodiment of the method
introduced here are used for transmitting information about a
looming danger to at least one of road users 200, 202 to road users
200, 202.
[0036] In the exemplary embodiment illustrated, vehicle 200
includes a radio-based detection system 210. A plurality of
antennas 212, which are able to emit and receive electromagnetic
signals 214, is installed in vehicle 200 for this purpose. Since
antennas 212 are spatially distributed across vehicle 200, a
position of a signal source 216 of signal 214 relative to vehicle
200 is able to be calculated from run-time differences of a signal
214 received at a plurality of antennas 212. In this regard,
detection system 210 is not restricted to objects that are situated
within a direct line of sight to vehicle 200. Because the detection
takes place via radio waves 214, even objects that are hidden are
able to be detected.
[0037] Here, child 202 is equipped with a device 216, which is
developed as a signal source 216. For example, a radio reflector
216, which is adapted to a frequency of signal 214, is sewn into
the clothing of child 202. In the same way, radio reflector 216 may
be implemented as a removable clip that is fastened to the clothing
of child 202.
[0038] Since mobile telephones have come into widespread use, a
mobile telephone 216 of child 202 may serve as signal source 216.
Here, signal 214 is received by at least one antenna of mobile
telephone 216, processed internally, and sent back via the antenna
to antennas 212 of vehicle 200.
[0039] In addition, vehicle 200 has a global satellite navigation
system 218. A position of vehicle 200 within traffic space 204 is
able to be determined in a highly precise manner via global
satellite navigation system 218. To improve the position
determination, vehicle 200 is equipped with inertial sensors 220.
Because of inertial sensors 220, the position of vehicle 200 is
able to be located through dead reckoning even if satellite
navigation system 218 provides only a limited positional accuracy.
Since the position of vehicle 200 within traffic space 204 is known
on account of the use of satellite navigation system 218 and
inertial sensors 220, an absolute position of child 202 within
traffic space 204 is able to be detected with the aid of the
relative position of child 202. Thus, the absolute position of
child 202 can be located on a digital map of traffic space 204, for
instance. It can therefore be determined whether child 202 is
running from the sidewalk in the direction of the street or whether
child 202 is running within a safe play area. In other words, a
future position of child 202 is able to be determined. This future
position is compared with dangerous areas in traffic space 204 in
order to detect a danger to child 202 and/or vehicle 200. Here, the
dangerous area is defined by a future position or by a probable
driving envelope of vehicle 200. If child 202 were to continue
running and thereby reach the driving envelope, there is an acute
risk that child 202 would be struck by vehicle 200. This risk is
reported to a driver of vehicle 200 by a warning signal 120 so that
the driver is able to respond to the danger.
[0040] In one exemplary embodiment, detection system 210 operates
in a frequency range that provides for a large range for detecting
signal sources 216. This frequency is a low-frequency range, in
particular. When signal source 216, e.g., a mobile telephone, is
active, signal source 216 emits not only signal 214 but also
additional information 222 in a different frequency range that has
a lower range. This frequency range is a high-frequency range, in
particular. The additional information 222, for example, may be an
item of positional information 110 and/or a movement vector 112 of
signal source 216. The item of positional information 110 and/or
movement vector 112 may be detected by inertial sensors 220 of
mobile telephone 216 and alternatively or additionally, by a
satellite navigation system 218 of mobile telephone 216.
[0041] To improve the monitoring accuracy of traffic space 204,
additional information 222 is analyzed inside vehicle 200. For
example, item of positional information 110 and/or movement vector
112, which were ascertained by mobile telephone 216, are compared
to the position and/or the movement of child 202 as detected by
detection system 210. This increases the detection accuracy of the
system as a whole.
[0042] In one exemplary embodiment, infrastructure objects 206, 208
include transmit units 216 and/or receive units 216 for at least
one of signals 214 of detection unit 210. Since infrastructure
objects 206, 208 are stationary, the position of vehicle 200 is
able to be determined in a highly precise manner based on the
ascertained relative position of vehicle 200 in relation to
infrastructure objects 206, 208. Via transmit units 216 and/or
receive units 216 of infrastructure 206, 208, it is also possible
to exchange additional information 222. Information 222 may be
exchanged both between mobile signal sources 216 and infrastructure
objects 206, 208 and between vehicle 200 and infrastructure objects
206, 208. In other words, signal sources 216 in conjunction with
detection device 210 form a data network.
[0043] In an exemplary embodiment, the approach presented here is
implemented using an application for pedestrian protection. Here,
the fact is utilized that hotspots for pedestrian accidents are in
accident databases (such as GIDAS) and other sources.
[0044] Current smartphones 216 are able to accurately ascertain the
position of a pedestrian 202 by dead reckoning using GPS 218,
magnetic field sensors and/or acceleration sensors 220; they can
also determine whether the pedestrian is running, walking or
standing.
[0045] Via an application, a warning (tone, vibration) of
pedestrian 202 is implemented when the pedestrian attempts to cross
the street at a location with a high accident risk.
[0046] In one exemplary embodiment, an alternative, safer walking
path that avoids accident hotspots is recommended.
[0047] If the pedestrian crosses a road, in particular, at an
accident hotspot, no calls are connected by smartphone 216, the
music is turned off and/or the use of smartphone 216 is generally
blocked in order to heighten the attention of pedestrian 202.
[0048] In other words, the approach described here provides for an
active protection of at-risk road users 200, 202, in particular
pedestrians 202, bicyclists and car drivers 200, with the aid of a
hybrid system with radio multi-frequency communication and location
identification and/or micro-electromechanical system sensors
220.
[0049] An important traffic problem is illustrated by statistics of
traffic-accident data. There is a high rate of death and injury
among pedestrians 202, which means there is an increased societal
interest in pedestrian protection.
[0050] In the avoidance of accidents of at-risk road users 202, the
trend is toward active safety systems and passive safety systems
for pedestrian protection.
[0051] The main goal is the active protection of at-risk road users
200, 202 through the avoidance of traffic collisions; here, the
focus lies especially on pedestrian accidents in cities where the
maximum speed of vehicles is 50 km/h, and the average pedestrian
speed lies between five and ten km/h.
[0052] Reducing traffic accidents involving unprotected road users
200, 202 is an important goal. Official statistics for 2009
indicate that each year more than 400,000 pedestrians 202 are
killed in traffic accidents worldwide.
[0053] Pedestrian collisions in the increasingly more intense
traffic environment take place on a daily basis. For example, 16
percent of all persons killed in road traffic in Sweden are
pedestrians. In the US, 11% of all persons killed in traffic
accidents are pedestrians. In Germany, it is 13%, and in China, up
to 25%.
[0054] Accident statistics also make it clear again and again that
in approximately 40% of all fatal pedestrian accidents the driver
200 did not see person 202 until shortly before impact. In the case
of children 202, the situation is even more dramatic. According to
figures of the German Federal Bureau of Statistics from 2006, 48
percent of accident victims between the ages of 6 and 14 ran into
the street without paying attention to traffic. 25% of the
accidents with children occur when they suddenly appear from behind
an object that has obstructed the view.
[0055] Protection systems for avoiding collisions between cars and
at risk road users may be classified as video systems on the basis
of visible, near-infrared or far-infrared, mono and stereo video
cameras, radar-based systems, LIDAR (light detection and ranging)
and laser-distance measuring systems, ultrasound-based systems,
approaches based on global navigation satellite systems (GNSS)
(e.g., assisted GPS, Galileo, etc.), local positioning systems
(LPS) or real-time location systems (RTLS)-based approaches, RFID
tag-based systems and UWB-based systems or position and motion
sensor systems.
[0056] The approach described here allows for potential detection,
tracking, and a collision analysis of at-risk road users 200, 202
in situations where direct visual contact exists and in situations
where at-risk road user 200, 202 is hidden by an object, the
approach providing a great range and high localization accuracy.
At-risk road users 200, 202 are able to be detected, identified and
tracked under poor weather conditions such as rain or snow, or
under poor light conditions. The use of active transponders 216 on
at-risk road user 202 allows for a greater range in the detection,
which makes it possible to accurately identify the type of at-risk
road user 202. Precise additional information 222 of at-risk road
users 202 such as 6D-accelerations and 3D orientation are able to
be transmitted. This results in better adaptability, flexibility
and robustness of the system given different traffic scenarios,
vehicles 200 and at-risk road users 202. The approach introduced
here provides for an adaptive functionality of the active
protection systems with regard to context, status, traffic
conditions and profile of at-risk road user 202. A data fusion
process allows the system to behave in a reliable and robust
manner. Complementary MEMS sensors 220 improve the tracking of
at-risk road users 202. The optional use of a global satellite
navigation system 218 by at-risk road user 202 increases the
availability, reliability and robustness of the corresponding
system.
[0057] The optional communication via radio with traffic lights 206
at the side of the road increases the availability, reliability and
robustness of the system. The system is also able to operate
autonomously without the assistance of infrastructure means from
the information and communications-technology field. A data-fusion
approach results in a better risk estimate of collisions between
vehicles 200 and weaker or at-risk road users 202. It is possible
to use local positioning systems 210 featuring higher accuracy on
the basis of narrowband and ultra-wideband technology.
[0058] Introduced is a system for the real-time detection,
identification, localization and tracking of at-risk road users
200, 202 in area 204 of interest, with the aid of a
radio-frequency-based system that is embedded in vehicle 200 and on
at-risk road user 202, under LOS (line-of-sight) and NLOS
(non-line-of-sight) conditions.
[0059] The relative position between vehicle 200 and at risk road
users 202 is determined in vehicle 200 and is based on a
radio-frequency system. The most important parameters are distance
(range), horizontal angle (Azimuth), and vertical angle
(elevation).
[0060] Combining radio-frequency-based local positioning system 210
and positional data that are made available and transmitted by
at-risk road user 202 obtain better location accuracy.
[0061] The vehicle status vector, which is made up of speed, the
acceleration in six directions in space, the three-dimensional
orientation, the position of global satellite navigation system
218, the steering-wheel position and the position of the turn
signal indicator, is evaluated.
[0062] The future vehicle path is estimated with the aid of the
steering-wheel position, the setting of the turn signal indicator,
the road and restrictions imposed by the sidewalk.
[0063] The status of at-risk road users 202 is analyzed within
vehicle 200 while taking the 6D acceleration, the 3D orientation,
and the position of the global satellite navigation system into
account. For example, pedestrian states such as standing, walking,
running, and pacing up and down the sidewalk are able to be
detected. The use of an acceleration sensor 220 makes it possible
to detect thrusts of the feet, which may be used for detecting the
types of gaits of pedestrians 202.
[0064] The positional information of vehicle 200 and at-risk road
user 202 from local positioning system 210 and from global
satellite navigation system 218 as well as the matching map
information are used for the navigation and for the related risk
analysis.
[0065] In the case of unclear situations, an analysis of the global
features of groups of at-risk road users 202 is able to be
achieved.
[0066] An improved orientation estimate and movement estimate of
at-risk road users 202 is obtained by a supplementary data fusion
of 3D acceleration sensor 220, 3D gyroscope, 3D compass, pressure
sensor and the position of global satellite navigation system 218.
This information is transmitted to vehicle 200 via radio 214.
[0067] The position estimate of at-risk road users 202 may be
improved by using additional vehicle sensors such as video, radar,
lidar, ultrasonic or radio-ultrasonic systems.
[0068] Profile information such as age, personal status or physical
handicap of at-risk road user 202 may be transmitted to vehicle 200
in order to improve the risk evaluation and the actuation
strategy.
[0069] Additional status information such as the physical state or
the likely degree of inebriation of at-risk road user 202 is able
to be transmitted to vehicle 200 in order to improve the
accident-risk evaluation.
[0070] Context information about at-risk road users 202, such as
children in the vicinity of a school or unusual events, may be
transmitted to vehicle 200 in order to improve the movement
prediction and can be taken into account in the risk
evaluation.
[0071] Context information about vehicle 200 and the environment
such as day-night state, traffic conditions, the weather or the
average number of pedestrians 202 in streets 204 may be considered
in the related risk evaluation.
[0072] Through a data fusion, the profile, status and context of
at-risk road users 202, the driver, vehicle 200, and the
environment may be used for calculating the risk estimate and the
actuation strategy.
[0073] Hierarchical and multi-level process information may be used
to improve context-related functions. For example, primary
information such as the location, movement, time, and identity, or
secondary information such as spatial context, dynamic context,
temporal context, physical relationship or traffic context may be
utilized.
[0074] The system encompasses an electronically scanned antenna 212
and a local positioning system 210 on the basis of a narrowband and
ultra-wideband radio frequency using technology that is based on
the signal propagation time and the angle of arrival.
[0075] FIG. 3 shows an illustration of a system 300 for monitoring
a traffic space according to an exemplary embodiment of the present
invention. System 300 has at least one vehicle module 302, at least
one mobile module 304, and at least one infrastructure module 306.
System 300 shown here generally corresponds to the components
described in FIG. 3. Each one of modules 302, 304, 306 has a first
antenna 212 for a first frequency range as well as a second antenna
308 for a second frequency range. Antennas 308, 212 are connected
to modules 302, 304, 306 by way of a communications interface 310
and a controller unit 312.
[0076] Vehicle module 302 includes a local position-detection
system, a global satellite navigation system, a triaxial compass, a
triaxial accelerometer, a triaxial yaw-rate sensor, a video camera,
a radar transmitter and receiver, an RFID-position detection
system, and a warning system. In addition, vehicle module 302 has a
processor for merging and the work of data.
[0077] Warnings are able to be output on a human-machine interface.
The vehicle module may also have actuators to allow a direct
intervention in a control of the vehicle.
[0078] Mobile module 304 has a transponder, a global satellite
navigation system, a triaxial compass, a triaxial accelerometer, a
triaxial yaw-rate sensor, an RFID-position detection system, a
warning system, as well as a battery.
[0079] Infrastructure module 306 includes a position-detection
system, a camera, a radar transmitter and receiver, an RFID tag as
well as a warning system.
[0080] The core of active protection system 300 for at-risk road
users is a modularly distributed architecture featuring a local
positioning system (LPS), micro-electromechanical system (MEMS)
sensors, and possible cooperation with a global navigation
satellite system (GNSS). The used multi-frequency system operates
in the narrowband and in the ultra-wideband in order to enable a
radio communication between vehicles and at-risk road users. In
addition, cooperation with the road infrastructure is able to be
implemented via radio frequency in order to manage the complexity
and multitude of involved at-risk road user scenarios.
[0081] The main advantage of the approach introduced here is an
increased flexibility, reliability and robustness of the
corresponding active protection system for at-risk road users.
[0082] A general modularly distributed system 300 for executing the
functions described here may include the following units:
[0083] An identification module, which detects and processes the
static and dynamic information pertaining to at-risk road users. A
communications module, e.g., based on the 802.11p communications
standard. A local positioning module, e.g., based on 6 to 8.5 GHz
ultra-wideband, as well as a position tracking module, such as one
based on an expanded Kalman filter or a particle filter.
[0084] The following auxiliary units may be integrated in order to
improve the position estimate of at-risk road users:
[0085] An inertia-measuring module, e.g., having a 3D
micro-electromechanical system (MEMS) made up accelerometers and
gyroscopes 3D. An orientation module, e.g., a 3D MEMS compass. A
global navigation satellite system (GNSS) module, such as an A-GPS
or multi-frequency Galileo, as well as a location and navigation
module.
[0086] In a more complex exemplary embodiment, system 300 includes
distance sensors such as a multi-beam radar or LIDAR, mono or
stereo video cameras in the visible, near-infrared or far-infrared,
and/or an RFID-based locating system, for instance based on passive
or active anchor nodes integrated into the infrastructure. The
passive anchor nodes may be 13.56 MHz HF tags, for example.
[0087] In an exemplary embodiment, system 300 encompasses a
distributed processing unit, which uses the special features to
carry out the corresponding data-fusion process in a manner that is
adapted to the status and context of the involved actors (vehicles,
pedestrians, infrastructure, and environment). An algorithm
estimates the trajectories of the vehicle and the involved at-risk
road users and identifies critical situations. Via radio
communication, involved at-risk road users transmit data pertaining
to their type, position, orientation, and inertia status. Optical
and graphical warnings, e.g., in a laser head-up display, and/or
sound warnings may be output in the examined human-machine
interface of vehicles. In addition, the horn is activated in
critical situations, and an automatic full application of the brake
is optionally carried out in borderline situations. Augmented
reality displays may be used to amplify the corresponding warnings.
Sound and/or vibration warnings may also be implemented in the
modules carried by the at-risk road users. Supplementary optical
and acoustic alarms are able to be generated by signals or units of
the involved infrastructure at the edge of the road, especially in
a few critical traffic zones.
[0088] FIG. 4 shows a reference diagram of the components of a
system 300 for monitoring a traffic space according to an exemplary
embodiment of the present invention. System 300 essentially
corresponds to the system in FIGS. 2 and 3. Modules 302, 304, 306
of the system are represented here by symbolic participants.
Vehicle module 302 has the greatest linkage to the other modules
304, 306. Vehicle module 302 communicates with mobile module 304
via the local positioning system or detection system 210, via
additional information 222 as well as warning signals 120. Vehicle
module 302 communicates with mobile module 304 in a risk management
400. Infrastructure module 306 communicates via the warning signals
with vehicle module 302 and mobile module 304. Vehicle module 302
and mobile module 304 access their own satellite navigation systems
218 and inertial sensors 220. In addition, the vehicle module is
able to access a brake 402 of the vehicle in order to decelerate
the vehicle.
[0089] An adaptive and robust hybrid system for identifying,
locating and tracking is provided. A risk estimate is carried out
in order to reduce traffic accidents between vehicles and at-risk
road users under line-of-sight and no-line-of-sight conditions. The
involved risk-evaluation functions may define automatic control
actions 402. For example, a driver warning, a reduction 402 of a
vehicle speed, a preparation of the mechanical brake 402, an
automatic activation of brake 402, and/or a haptic activation may
take place. In the same way, an at-risk road user is able to be
warned with the aid of warning signals 120 and warnings on
infrastructure 306. This method may also be used for the historical
and continual monitoring of risk conditions of at-risk road users
in continual improvement processes.
[0090] FIG. 5 shows intensity characteristic curves 500, 502 of two
different frequency bands according to an exemplary embodiment of
the present invention. Intensity characteristic curves 500, 502 are
plotted in a diagram in which a distance in meters has been plotted
on the diagram abscissa. The distance is symmetrically plotted in
relation to a location of a transmitting antenna 212. A detectable
signal intensity has been plotted on the ordinate. In both
frequency bands the signal intensity is maximal at the location of
antenna 212 and drops as the distance from antenna 212 decreases.
The signal intensity drops exponentially in the process. First
intensity characteristic curve 500 represents a first signal in a
first frequency band having a low frequency. Second intensity
characteristic curve 502 represents a second signal in a second
frequency band having a higher frequency. The signal intensity of
first signal 500 at antenna 212 is significantly higher than the
signal intensity of second signal 502. Since both signals 500, 502
become exponentially weaker with increasing distance from the
antenna, second signal 502 drops below a detectable intensity at a
lower distance from antenna 212 than first signal 500. In this
exemplary embodiment, first signal 500 drops below the detectable
intensity at a first distance 504 of 150 meters. The second signal
drops below the detectable intensity already at a second distance
506 of 50 meters.
[0091] In one exemplary embodiment, first signal 500 lies in the
narrowband and is used for the exchange of information and for the
rough position determination. In one exemplary embodiment, second
signal 502 lies in the ultra-wideband and is used for a position
determination. Second signal 502 is utilized for the transmission
and reception in the driving path of the vehicle and/or in the path
of the vehicle.
[0092] In one exemplary embodiment, a frequency-splitting approach
is employed in which two carrier frequencies are used for different
purposes. A first frequency 500 is an information frequency in the
narrowband. A second frequency 502 is a positioning frequency in
the ultra-wideband. Second frequency 502 is higher than first
frequency 500 and is used in the pulse mode. First frequency 500 is
lower than second frequency 502 and is used in the permanent
mode.
[0093] In one exemplary embodiment, a wake-up mode or pulse mode is
used when the information-frequency signal is available. This makes
it possible to reduce interference problems in the pulse mode as
well as the computational work.
[0094] In a specific embodiment, ultra-wideband (UWB) is used in
order to improve the range accuracy of the local positioning
system, especially in multi-path transmission scenarios.
[0095] In a specific embodiment, a Rotman lens is situated in the
vehicle in order to provide a multi-beam antenna having different
angular orientations with a suitable amplification and an
ultra-wideband capability.
[0096] In a specific embodiment, two or more Rotman lenses are
employed to provide a complementary positioning method through an
angle of arrival (AOA) or time of arrival (TOA).
[0097] In a specific embodiment, the at-risk road users have a
radio-frequency transmit and receive unit for the configuration,
real-time information transmission and localization.
[0098] In a specific embodiment, the road users considered at risk
are informed about an accident risk by the emission unit via a
human-machine interface (HMI) such as a cell phone.
[0099] In a specific embodiment, a risk evaluation involving groups
of at-risk road users is employed in which pedestrians in the
vicinity of a traffic light or an intersection are evaluated
jointly, for example.
[0100] In a specific embodiment, the real-time localization of
at-risk road users is dynamically categorized into "with
line-of-sight" and "without line-of-sight" in an effort to improve
the identification, localization, tracking and the related
risk-evaluation function.
[0101] In the event of a temporary radio-frequency occlusion of an
at-risk road user, the system offers still other possibilities for
tracking radio frequencies of the affected at-risk user. It is
possible to use a multi-frequency system that is adapted to the
examined situation. Higher or lower carrier frequencies may be
employed to improve the propagation and localization via radio. The
different behaviors of the different frequency signals of a radio
frequency emitter may be compared during a vehicle movement. Two
different carrier frequencies may be used to compare run-time
differences and to enable a plausibility check. Multiple hypotheses
for the propagation of radio waves can be taken into account for
the tracking of the respective at-risk road users. The properties
of reflected signals are able to be analyzed because they exhibit a
different behavior than signals that were received directly.
[0102] FIG. 6 shows a flow diagram of a method 600 for monitoring a
traffic space according to an exemplary embodiment of the present
invention. Method 600 has a step 602 of reading in, a step 604 of
ascertaining, a step 606 of comparing, and a step 608 of supplying.
In step 602 of reading in, an item of positional information and/or
a movement vector of a road user within the traffic space is/are
read in. In step 604 of ascertaining, a future position of the road
user within the traffic space is ascertained using the item of
positional information and/or the movement vector. In step 606 of
comparing, the future position is compared with an item of risk
information. Here, the item of risk information represents at least
one dangerous area of the traffic space. In step 608 of supplying,
a warning signal is provided based on a result of the
comparison.
[0103] In one exemplary embodiment, the method has a step of
ascertaining the item of risk information. Here, the item of risk
information is ascertained using an additional future position of
at least one additional road user.
[0104] FIG. 7 shows an illustration of a method sequence of a
method 600 for monitoring a traffic space according to an exemplary
embodiment of the present invention. In the process, an
identification 700 of an object, a position detection 702 of the
object, tracking 704 of the object, a communication 706 with the
object, a data fusion 708, a risk management 710, and a warning 712
via a human-machine interface take place.
[0105] The method introduced here allows for real-time tracking of
at-risk road users 202 including a consideration of an
inertia-measuring unit and/or an orientation-measuring unit such as
a combined 3D orientation or 3D gyro and 3D acceleration.
[0106] In another application of the approach described here,
systems embedded in the infrastructure are utilized for the
detection and for the warning of the at-risk road users.
[0107] In a specific embodiment, infrastructure radio
receiver-emitter units and other infrastructure sensors are used to
collect information about at-risk road users, vehicles and the road
status in order to inform about the risk by way of radio. For
example, this information may be used to activate a warning lamp at
a traffic light or to transmit the information via radio to
vehicles or at-risk road users located in the vicinity.
[0108] In a specific embodiment, an optical and/or acoustic warning
is transmitted to the driver in the event of an accident risk.
Additional support by the ESP, such as a brake preparation, is
possible if one potential driver reaction consists of braking. An
active intervention such as braking and/or steering is possible in
order to avoid accidents and/or to reduce their severity.
[0109] The exemplary embodiments described and illustrated in the
figures have been selected merely by way of example. Different
exemplary embodiments may be combined with one another either
completely or with regard to individual features. It is also
possible to supplement one exemplary embodiment with the features
of another exemplary embodiment. In addition, the method steps
introduced here are able to be repeated or executed in a sequence
other than the one described.
[0110] If an exemplary embodiment includes an "and/or" linkage
between a first feature and a second feature, then this means that
the exemplary embodiment according to one specific embodiment may
include both the first feature and the second feature, and
according to another specific embodiment, that it may include only
the first feature or only the second feature.
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